CN109661525B

CN109661525B - Clutch mechanism and transmission system comprising such a clutch mechanism

Info

Publication number: CN109661525B
Application number: CN201780054072.6A
Authority: CN
Inventors: A.多尔; F.蒂博
Original assignee: Valeo Embrayages SAS
Current assignee: Valeo Embrayages SAS
Priority date: 2016-08-04
Filing date: 2017-08-03
Publication date: 2021-02-09
Anticipated expiration: 2037-08-03
Also published as: WO2018024997A1; KR102650280B1; KR20190035841A; CN109661525A; FR3054865A1; FR3054865B1

Abstract

A clutch mechanism for mounting between an engine and a transmission of a motor vehicle, the clutch mechanism comprising: at least one clutch, a clutch support designed to radially support the at least one clutch, a housing containing at least one actuator designed to generate an axial stroke such that the at least one clutch can be switched to an engaged state or a disengaged state, at least one force transmission member comprising an inner end interacting with the at least one actuator and an upper end interacting with the at least one clutch, at least one axial biasing element for biasing the at least one actuator relative to the clutch and an axial dimension thereof being defined at least by a difference between an axial position of the at least one actuator relative to an axial position of the respective clutch. The invention also relates to a transmission system comprising such a clutch mechanism and to a method for assembling such a clutch mechanism.

Description

Clutch mechanism and transmission system comprising such a clutch mechanism

Technical Field

The present invention relates to a clutch mechanism, and more particularly to a dual clutch mechanism arranged in a radial arrangement, as used in the automotive field. The invention also relates to a transmission system comprising such a clutch mechanism.

Prior Art

Clutch mechanisms are known having at least one clutch that rotationally couples a drive shaft connected to a gearbox to a drive shaft driven in rotation by an engine. The at least one clutch of the known clutch mechanism is controlled by at least one actuator, preferably by a clutch actuator. Thus, the at least one actuator is able to generate a force that is transmitted to the respective clutch in order to switch it into an engaged state, in which the transmission shaft is rotationally coupled to the drive shaft, or alternatively into a disengaged state, in which the transmission shaft is no longer rotationally coupled with the drive shaft.

In a known manner, the stroke of the at least one actuator causes a relative movement of the friction elements of the respective clutch, eventually achieving a frictional coupling or decoupling of the drive shaft. Thus, the stroke of the at least one actuator needs to be compatible with the required stroke of the friction element of the respective clutch to enable the clutch to switch between the two states described above. This mechanical compatibility is achieved, for example, by using an actuator having a range of travel greater than the desired travel in the corresponding clutch to switch the clutch to one state or the other. Furthermore, it is necessary to control the relative position of the at least one actuator with respect to the respective clutch in order to achieve an optimal operation of the operation and, ultimately, of the clutch mechanism. In fact, if the at least one actuator is positioned "too far" or "too close" from the respective clutch, the actuator will reach the end of travel too soon, i.e. before a friction coupling or decoupling occurs in the respective clutch.

In the known clutch mechanisms, the relative positioning of the actuators with respect to the clutch is achieved by careful tolerances (careful tolerancing) of the specific components that constitute the clutch mechanism, in particular the components that form the structural chain that connects the at least one actuator to the respective clutch. As a result, the components forming the structural chain are more expensive and more complex to manufacture.

Another known solution is to use a specific friction element for each clutch, wherein certain dimensions of the friction element, once mounted on the clutch mechanism, are determined according to the position of the actuator. This solution is also the most expensive and cumbersome in a standardized and mass-produced method, since the friction element is a complex component that is expensive to manufacture. Therefore, designing several different types of friction elements to compensate for manufacturing defects identified in clutch mechanisms is not an optimal industrial solution.

The present invention is directed to solving at least most of the problems set forth above and to providing other advantages.

Another object of the invention is to propose a new clutch mechanism, aimed at solving at least one of these problems.

It is a further object of the present invention to reduce the manufacturing costs of such a clutch mechanism.

Another object of the invention is to simplify the manufacture of such a clutch mechanism and to optimize its industrial production.

Disclosure of Invention

According to a first aspect of the invention, at least one of the above objects is achieved with a clutch mechanism designed to be mounted between an engine and a transmission of a motor vehicle, said clutch mechanism having: at least one clutch; a clutch support configured to radially support the at least one clutch; a housing containing the at least one actuator, the at least one actuator being designed to generate an axial stroke such that the at least one clutch can be switched to the engaged state or the disengaged state; at least one force transfer member including an inner end that interacts with the at least one actuator and an upper end that interacts with the at least one clutch; and at least one axial biasing element for biasing the at least one actuator relative to the clutch, and whose axial dimension is defined at least by the difference between the axial position of the at least one actuator relative to the axial position of the respective clutch.

Thus, according to a first aspect of the invention, the invention facilitates assembly of the clutch mechanism by positioning at least one axially offset element of a predetermined dimension between the actuator and the respective clutch. This clever arrangement makes it possible to adjust the axial clearance of the mounted clutch mechanism to make the axial travel available in the actuator compatible with the engaged and disengaged states of the respective clutch. For this purpose, the axial offset element has a predetermined axial dimension, and this adjustment can be performed by simply pairing the clutch mechanism with the axial offset element of the correct dimension, after first making a certain number of dimensional measurements of the clutch mechanism during assembly.

The axial dimension of the axially offset element may particularly comprise the thickness of said axially offset element.

Thus, according to a first aspect of the invention, the invention helps to reduce the manufacturing costs of such clutch mechanisms, since certain parts of the clutch, such as the housing and the force transmitting parts, may be manufactured with less stringent dimensional tolerances, and once the clutch mechanism is assembled, it is the axial biasing element that compensates for and adjusts for the different actual dimensional clearance values. This adjustment can be made by simply determining at least the axial dimension of the axial offset element. In other words, the dimensional tolerance requirements apply exclusively to the axially offset elements, thereby contributing to cost reduction and simplifying the manufacture of such clutch mechanisms by optimizing the mass industrial production of such clutch mechanisms.

The invention according to the first aspect of the invention helps to reduce the response time of the clutch mechanism when disengaging one of the clutches, since the axial stroke value of the actuator and the associated clutch is then adjusted, while the gap value has been cancelled by the axial offset element. In fact, all the axial travel of the actuator is "useful" in that the actuator performs an axial translational movement and the movement of the actuator is transmitted to the respective clutch to change its state. Thus, according to the first aspect of the invention, the invention contributes to improving the performance of the clutch mechanism.

The actuator is preferably cylindrical and is mounted coaxially with the at least one clutch about the axis of rotation O.

The at least one force transmitting member is arranged to transmit an axial force to the respective clutch. This is usually a flexurally rigid, annularly folded metal sheet.

The following terms are used in the remainder of the specification and claims without limitation to facilitate understanding thereof:

"front" and "rear" according to directions relative to an axial orientation determined by the main axis of rotation O of the transmission system, the "rear" referring to the part on the transmission side on the right side of the figure, the "front" referring to the part on the engine side on the left side of the figure, and

-in a radial direction orthogonal to said axial direction with respect to axis O "inner/inner" or "outer/outer", "inner" referring to a proximal portion with respect to axis O and "outer" referring to a distal portion with respect to axis O.

The clutch mechanism according to the first aspect of the invention may advantageously comprise at least one of the following proposed improvements, the technical features forming these improvements being applicable individually or in combination:

the axial dimension of the at least one axially offset element is also determined in dependence on the axial dimension of the respective force transmission member, one of the axial dimensions of the force transmission member being defined by the axial distance between the inner and outer ends of the force transmission member,

-wherein the clutch mechanism is adjusted by means of a plurality of axially offset means arranged end-to-end or interposed between the first and second friction elements of the respective clutch, for each clutch the axial dimension of all the axially offset means considered in common and associated with the respective actuator being equal to the remaining axial clearance between the clutch and the respective actuator when the clutch is in the disengaged state and the actuator is in the disengaged end axial state. The disengaged state is an ideal position in which the first friction element is separated from the second friction element without any risk of a resisting moment occurring. Furthermore, the disengaged and axial state corresponds for example to a position in which the actuator abuts backwards against the housing. In this position, a safe axial clearance may be left between the rear end of the actuator and the bottom of the hydraulic chamber of the housing, for example to compensate for the effects of wear or heat,

-the at least one axially offset element is attached to the respective force transmission part. Preferably, said at least one axial deviation element is in the form of an annular disc, with an inner diameter such that it can be inserted around the clutch support, and an outer diameter large enough for the respective actuator to exert an axial force on the surface of said annular disc,

the at least one biasing element is mounted on the force transmission member, preferably in a groove axially alignable about the axis O. Alternatively, the at least one axially offset element may also be glued or attached to the force transmission member,

the at least one axially offset element comprises means for attachment to the at least one force transmitting part, such as, for example, a snapping pin,

the snap-in portions can be formed directly on the respective force-transmitting part,

the snap-in part can be made by stamping the force-transmitting member,

the snap-in portion may be a protruding portion of material angularly distributed around the annular axially offset element,

the snap-in portion can be formed directly on the axially offset element,

the snap-in portions may be angularly distributed around the axially offset element,

the snap-in portion can be attached to the axially offset element,

the snap-in portions can be inserted into holes formed in the respective force-transmitting members,

the snap-in parts can be snapped into the inner periphery of the respective force-transmitting part,

the at least one axially offset element may have means for attachment to the first or second decoupling bearing, such as, for example, a snap-in portion,

the snap-in portion can be formed directly on the first or second decoupling bearing,

the snap-in portions can be inserted in notches formed on the respective decoupling bearings,

the snap-in portion can snap-in to the outer periphery of the respective decoupling bearing,

-the at least one axially offset element is preferably made of a hard material, and preferably of a metallic material,

said at least one axially offset element is positioned at an intermediate axial position between said at least one actuator and the respective said at least one clutch, to facilitate its insertion during the assembly of the clutch mechanism,

-the at least one axial biasing element is positioned at an intermediate axial position between the at least one actuator and the respective at least one force transmission member. Preferably, the at least one axially offset element is positioned at an inner end of the respective force transfer component,

-said at least one axially offset element is an annular disc,

the actuation system comprises a first and/or a second decoupling bearing arranged at one end of the first and/or the second actuator, respectively, the axial biasing element being arranged between an inner end of the respective force transmitting part and the respective said decoupling bearing. The first and second decoupling bearings enable axial forces to be transmitted from the actuator to the respective force transmission member despite a rotational speed difference between said force transmission member, which may rotate, and said actuator, which may not rotate. These decoupling bearings are preferably axial bearings, such as, for example, ball bearings.

-the at least one axial biasing element is positioned radially at the inner end of the at least one force transfer component. Preferably, said at least one axially offset element is arranged facing a respective actuator,

-a first face of the at least one axially offset element bearing axially against a face of the at least one actuator and a second face of the at least one axially offset element bearing against a face of the at least one force transmission member. In general, the first face of the at least one axially offset element may be its rear face and the face of the at least one actuator against which the element bears may preferably be its front face, a decoupling bearing being insertable between the two bearing faces. The second face of the axially offset element is the face opposite the first face, typically the front face,

-the axial biasing element is positioned against a rear face of the radial span of the at least one force transmission member,

-said at least one axially offset element is axially positioned at an intermediate axial position between said at least one clutch and the respective said at least one force transmitting member. In this embodiment, the axially offset element is not located on the actuator but on the clutch.

-the at least one axial biasing element is positioned radially at the outer end of the at least one force transmitting part. Preferably, said at least one axially offset element is arranged radially facing the respective clutch,

-a first face of the at least one axially offset element bearing axially against a face of the at least one clutch and a second face of the at least one axially offset element bearing against a face of the at least one force transmission member. Typically, the first face of the at least one axially offset element may be a forward face thereof, and the face of the at least one clutch against which the element bears may preferably be a rearward face of the clutch. The second face of the axially offset element is the face opposite the first face, typically the rear face,

-the at least one axial biasing element is positioned against a front face of the axial span of the at least one force transmission member,

-the at least one axially offset element is located axially between the at least one force transmission part and the housing,

-the clutch mechanism comprises:

an O support bearing disposed at one end of the clutch support, and

an axial blocking element arranged to axially block the clutch support with respect to the housing, said axial blocking element being arranged axially at the other end of the clutch support. Thus, the clutch mechanism is radially supported by the output disc carrier resting on the support bearing. An axial blocking element is positioned between the housing and the transmission interacting with the clutch mechanism,

the axial blocking element is axially offset with respect to the actuator in the opposite direction to the support bearing. In other words, the actuator is located in an intermediate position between the support bearing on the first side (preferably towards the front) and the axial blocking element on the second side (preferably towards the rear),

the axial blocking element is formed by a blocking ring which is seated in a circumferential groove in the clutch support. The blocking ring is typically a split ring or circlip. Once the clutch mechanism is assembled, the blocking ring bears against the rear face of the housing, which then forms an axial shoulder,

the axial dimension of the circumferential groove is equal to or greater than the axial dimension of the blocking ring. Preferably, the axial dimension should represent the width of the circumferential groove and the thickness of the blocking ring,

preferably, the circumferential groove has a width equal to or greater than the thickness of the blocking ring, so as to facilitate the insertion of the blocking ring into said circumferential groove,

in the disengaged condition of each clutch, the end axial position of the respective actuator is defined by a first axial dimension measured between one end of the respective decoupling bearing and the rear face of the housing,

the axial position of each clutch is determined by a second axial dimension measured between the inner end of the respective force transmission member and a bearing surface of the clutch support bearing against the axial blocking element when the clutch is in the engaged state,

the housing comprises a hole of radial dimension greater than that of the axial blocking element, so as to enable the axial blocking element to be inserted in the circumferential groove, one face of the hole forming an axial shoulder against which one face of the axial blocking element bears,

-the at least one axially offset element is seated in a circumferential groove in the clutch support. This advantageous arrangement notably enables a single biasing element to be used for simultaneously adjusting the clutches of a clutch mechanism comprising a plurality of clutches, wherein all clutches must be set using a given axial adjustment,

-the at least one axially offset element is a setting ring,

the clutch support supports at least one clutch by means of a support bearing through an inner end of the input disc carrier. Preferably, the support bearing is a tilt bearing, to be able to transmit radial and axial forces simultaneously,

the clutch mechanism has at least one axial blocking element arranged to block the housing axially with respect to the clutch support,

the clutch support is arranged radially within the housing of the actuation system,

the clutch mechanism is preferably a double clutch,

-the at least one clutch is preferably a wet clutch,

said at least one clutch is preferably also a multi-plate clutch,

according to a second aspect of the present invention, there is provided a transmission system for a motor vehicle, comprising a clutch mechanism according to the first aspect of the present invention or any one of its improvements, and wherein:

-the at least one clutch is rotationally coupled to at least one output shaft of the transmission by means of at least one output disc carrier,

-the at least one clutch is rotationally coupled to an input flange that is rotationally coupled to an input shaft that is rotationally driven by at least one crankshaft.

Preferably, in the transmission system according to the second aspect of the invention, the clutch mechanism is a wet double clutch, wherein:

the first clutch is rotationally coupled to a first output shaft of the transmission by means of a first output disc carrier,

the second clutch is rotationally coupled to a second output shaft of the transmission by means of a second output disc carrier,

-the first clutch and the second clutch are alternately rotationally coupled to an input flange rotationally coupled to an input shaft rotationally driven by the at least one crankshaft.

According to a third aspect of the present invention, there is provided an assembly method for a clutch mechanism according to the first aspect of the present invention or any one of its improvements, the assembly method comprising the steps of, applied to at least one clutch:

-measuring a remaining axial clearance between the clutch and the respective actuator when the clutch is in the disengaged state and the respective actuator is switched to the disengaged end axial state,

-inserting a biasing element between the clutch and the respective actuator, at least one biasing element having an axial dimension at least equal to the respective measured residual clearance.

Different embodiments of the present invention are provided, including different optional features set forth herein according to a set of potential combinations thereof.

Drawings

Further characteristics and advantages of the invention are set forth in the following description and in several exemplary embodiments provided by way of non-limiting example, with reference to the accompanying schematic drawings in which:

figure 1 is an axial cross-section of an exemplary embodiment of a clutch mechanism according to a first aspect of the invention,

figure 2A is an axial section of the clutch mechanism without the actuation system,

figure 2B is an axial detail of the actuation system,

figure 3 is an isometric view of a first exemplary embodiment of an attachment means of an axially offset element according to the first aspect of the present invention,

figure 4 is an isometric view of a second exemplary embodiment of an attachment means of an axially offset element according to the first aspect of the present invention,

figure 5 is an axial cross-section of a third exemplary embodiment of an attachment means of an axially offset element according to the first aspect of the present invention,

figure 6 is an axial section view of a fourth exemplary embodiment of an attachment means of an axially offset element according to the first aspect of the present invention,

figure 7 is an axial section view of a fifth exemplary embodiment of an attachment means of an axially offset element according to the first aspect of the present invention,

fig. 8 is an axial section of a sixth exemplary embodiment of an attachment means of an axially offset element according to the first aspect of the present invention.

Of course, the features, variants and different embodiments of the invention may be associated with each other in different combinations, where the features, variants and different embodiments are not incompatible or mutually exclusive. It is noted that variants of the invention are also possible which, separately from the other described features, comprise only a selection of the features described below, wherein such a selection of the features is sufficient to provide technical advantages or to distinguish the invention from the prior art.

In particular, all variants and all embodiments described can be combined with one another if there is no technical reason to prevent this.

In the drawings, elements common to several figures have the same reference numerals.

Detailed Description

Fig. 1 shows a transmission system 1 comprising a clutch mechanism 10 according to a first aspect of the invention, having a main axis of rotation O.

The clutch mechanism 10 is preferably a wet dual clutch, and is also preferably in a radial position with the first clutch 100 positioned outside the second clutch 200.

Alternatively, the clutch mechanism 10 may be arranged in an axial position with the first clutch 100 arranged axially towards the rear and the second clutch 200 arranged axially towards the front.

Alternatively, the clutch mechanism 10 may be a dry dual clutch, having an axial or radial arrangement.

In the following paragraphs, the clutch mechanism 10 is described as a wet dual clutch having a radial configuration, but all of the technical features described may be applied independently to another type of clutch, as described above.

Generally, the clutch mechanism 10 is arranged such that an input shaft (not shown) can be rotationally coupled to the first drive shaft a1 or alternatively to the second drive shaft a2 by means of the first clutch 100 or the second clutch 200, respectively.

Within the scope of the invention, the input shaft is driven in rotation by at least one crankshaft of an engine (for example an internal combustion engine), and the first and second transmission shafts a1, a2 are rotationally coupled to a transmission 400, for example, a gearbox of the type suitable for motor vehicles.

Preferably, the first drive shaft a1 and the second drive shaft a2 are coaxial. More specifically, the second transmission shaft a2 is a hollow cylinder into which the first transmission shaft a1 may be inserted.

The first clutch 100 and the second clutch 200 are advantageously multi-plate clutches. Each multi-plate clutch has firstly a plurality of

first friction elements

101, 201, such as, for example, flanges, which are constrained to rotate with the input shaft, and secondly a plurality of

second friction elements

102, 202, such as, for example, friction discs, which are constrained to rotate with at least one of the drive shafts a1, a 2.

The first plurality of

friction elements

101, 201 may comprise friction discs constrained to rotate with the input shaft, and the second plurality of

friction elements

102, 202 may comprise flanges constrained to rotate with at least one of the drive shafts a1, a 2.

When the first clutch 100 is switched to the engaged position where the plurality of first friction elements 101 are rotationally coupled to the plurality of second friction elements 102, the first transmission shaft a1 is rotationally coupled to and driven to rotate by the input shaft. Alternatively, when the first clutch 100 is switched to the disengagement position where the plurality of first friction elements 101 are disengaged from the plurality of second friction elements 102 for rotation, the first transmission shaft a1 is disengaged from the input shaft for rotation.

Similarly, when the second clutch 200 is switched to the engaged position where the plurality of first friction elements 201 are rotationally coupled to the plurality of second friction elements 202, the second transmission shaft a2 is rotationally coupled to and driven to rotate by the input shaft. Alternatively, when the second clutch 200 is switched to the disengagement position where the plurality of first friction elements 201 are disengaged from the plurality of second friction elements 202 for rotation, the second transmission shaft a2 is disengaged from the input shaft for rotation.

Of course, each clutch 100, 200 may be in an engaged state or a disengaged state.

In the clutch mechanism 10 shown in fig. 1, the first clutch 100 is arranged to engage the odd-numbered gears of the transmission 400, and the second clutch 200 is arranged to engage the even-numbered gears and the reverse gear of the transmission 400. Alternatively, the gears processed by the first clutch 100 and the second clutch 200 may be reversed accordingly.

The first clutch 100 and the second clutch 200 are arranged to alternately transmit input power (torque and rotational speed) from the input shaft to one of the two transmission shafts a1, a2, depending on the respective state of each clutch 100 and 200 and by means of the input flange 109.

Clutches

100 and 200 are designed such that they are never in the same engaged state at the same time. Instead, the first and

second clutches

100, 200 may be switched to the disengaged position simultaneously.

The clutch mechanism 10 comprises an input element which is coupled rotationally to the input shaft on the one hand and to the input flange 109 on the other hand in order to transmit the power (torque and rotational speed) generated in the engine to one of the

clutches

100, 200 of the clutch mechanism 10. Preferably, the input element of the clutch mechanism 10 includes an input hub 130, preferably rotating about an axis O. At its lower extension, the input hub 130 is rotationally and/or axially connected to the input shaft, possibly by means of a damping device (not shown), such as, for example, a dual mass flywheel.

At its outer extension, the input hub 130 is coupled to the input flange 109, more specifically at a lower end located towards the front of said input flange 109. Preferably, the input flange 109 and the input hub 130 are rigidly connected to each other, for example by welding and/or by riveting attachment.

On its upper end, the input flange 109 is rotationally connected to the first clutch 100 by means of the input disc carrier 106, the input disc carrier 106 being rotationally connected to the input flange 109, preferably by form fit with e.g. splines.

The first and

second clutches

100 and 200 are controlled by an actuation system 300 arranged to switch the clutches between an engaged state and a disengaged state.

The actuation system comprises:

a first actuator 320 designed to switch the first clutch 100 between an engaged state and a disengaged state,

a second actuator 330 designed to switch the second clutch 200 between an engaged state and a disengaged state,

a housing 307 housing at least a portion of the first and

second actuators

320, 330.

Preferably, the first and

second actuators

320 and 330 are hydraulic cylinders. The first and

second actuators

320, 330 may each have an annular piston that is coaxial with the axis O and performs axial movement to set the respective clutch. In this case, the actuation system 300 also includes a hydraulic fluid supply passage for each actuator 320, 330. Preferably, the hydraulic fluid is a pressurized fluid, such as oil.

The first actuator 320 is connected to the first clutch 100 first via the first decoupling bearing 140 and then via the first force transmitting member 105. The first decoupling bearing 140 is arranged to transfer the axial force generated by the first actuator 320 to the first force transfer member 105.

The first force transmitting member 105 is arranged to transmit an axial force to the first clutch 100 through its upper extension, which extends axially forward to press the first friction element 101 against the second friction element 102 on the one hand and the outer reaction means 103 of the input flange 109 on the other hand. When the first friction element 101 is separated from the second friction element 102, the first clutch 100 is in a disengaged state. In contrast, when the first friction element 101 is pressed against the second friction element 102, the first clutch 100 is in an engaged state.

The outer reaction device 103 is rigidly connected to the input flange 109. Preferably, the outer reaction means 103 is integral with the input flange 109. Alternatively, the outer reaction means 103 is rigidly connected to the input flange 109 by any attachment means, such as, for example, riveting or welding.

The outer reaction means 103 is shaped to mate with the first or

second friction element

101, 102 to enable frictional coupling of the first and

second friction elements

101, 102 when the first actuator 320 applies an axial force forward to shift the first clutch 100 to the engaged position. Conversely, when the first force transmission member 105 is pressed backward by the elastic return means described below, the first friction element 101 is disengaged from the second friction element 102, thereby enabling the friction elements to be disengaged and thus enabling the first clutch 100 to be switched to the disengaged state.

The outer reaction means 103 has in particular an outer spline cooperating with a corresponding inner spline of the input disc carrier 106.

The first clutch 100 is designed to be rotationally coupled to a first driveshaft a1 by means of a first output disc carrier 110 forming an output element of said first clutch 100. More specifically, the first output disc support 110 is rotationally coupled at its upper end to the second friction element 102 on one side and at its lower end to the first output hub 120 on the other side.

The outer radial periphery of the first output disc carrier 110 has an axial extension 107 provided with teeth designed to cooperate with matching teeth on each second friction element 102, and more specifically with the inner radial periphery of each second friction element 102. Thus, the first output disc carrier 110 is rotationally coupled by engagement with the second friction element 102 of the first clutch 100.

At its lower radial end, the first output disc carrier 110 is connected to a first output hub 120, preferably attached together by welding or by riveting.

The radially inner side of the first output hub 120 has axial splines arranged to mate with mating splines on the first driveshaft a1 to create a rotational coupling.

The radial bearing 117 is interposed between the first output hub 120 and the input hub 130 to withstand radial forces from the input hub 130 and/or the input flange 109, regardless of the different rotational speeds at which the input and first drive shafts a1 may rotate.

Similarly, the first clutch 200 of the clutch mechanism 10 has a similar design as the first clutch 100.

The second actuator 330 is connected to the second clutch 200 first through the second decoupling bearing 240 and then through the second force transmitting member 205. The second decoupling bearing 240 is arranged to transfer the axial force generated by the second actuator 330 to the second force transfer component 205.

The second force transmitting member 205 is axially located between the input disc carrier 106 and the first force transmitting member 105.

The second force transmitting member 205 is arranged to transmit axial force to the second clutch through its upper extension which extends axially forward through an opening 108 formed in the input disc carrier 106 to press the first friction element 201 against the second clutch friction element 202 on the one hand and against the inner reaction means 203 on the other hand. When the first friction element 201 is separated from the second friction element 202, the second clutch 200 is in a disengaged state. In contrast, when the first friction element 201 is pressed against the second friction element 202, the second clutch 200 is in an engaged state.

The inner reaction means 203 is rigidly connected to an axially elongated portion 206, said axially elongated portion 206 being oriented towards the front, rigidly connected to the input disc carrier 106 and attached to the input disc carrier 106 using any means, such as welding or riveting. Alternatively, the inner reaction means 203 and the input disc holder 106 are formed integrally with each other. The outer reaction means 203 is shaped to mate with the first or

second friction element

201, 202 so as to enable frictional coupling of the first and

second friction element

201, 202 when the second actuator 330 applies an axial force forward to shift the second clutch into the engaged position. Conversely, when the second force transmission member 205 is pressed rearward by the elastic return means described below, the first friction element 201 is disengaged from the second friction element 202, so that the

friction elements

201, 202 can be disengaged, thereby enabling the second clutch 200 to be switched to the disengaged state.

As a non-limiting example, the outer reaction means 203 may be a ring with teeth on the outer periphery and a central bearing groove extending axially rearward.

The second clutch 200 is designed to be rotationally coupled to a second drive shaft a2 by means of a second output disc carrier 210 forming an output element of said second clutch 200. More specifically, the second output disc carrier 210 is on the one hand rotationally coupled at its upper end to the second friction element 202 and on the other hand rotationally coupled at its lower end to the second output hub 220.

The outer radial periphery of the second output disc carrier 210 has an axial extension 207 provided with teeth designed to cooperate with matching teeth on each second friction element 202, and more specifically with the inner radial periphery of each second friction element 202. Thus, the second output disc carrier 210 is rotationally coupled by engagement with the second friction element 202 of the second clutch 200.

At its lower radial end, the second output disc carrier 210 is connected to a second output hub 220, preferably attached together by welding or by riveting. Further, an axial bearing 116 is interposed between the first output disc carrier 110 and the second output disc carrier 210 to transmit axial force between the two

output disc carriers

110, 210, which can rotate at different speeds when the first and

second clutches

100, 200 are set to different states.

The radially inner side of the second output hub 220 has axial splines arranged to mate with mating splines on the second drive shaft a2 to create a rotational coupling.

The first and

second clutches

100, 200 include elastic return means to automatically push the first and

second actuators

320, 330 backward, respectively. More specifically, the elastic return means push the first and second

force transmission members

105, 205 axially backwards, respectively, in order to disengage the

first friction elements

101, 201 from the

second friction elements

102, 202 of the first and second clutches 100, respectively, by pushing the first and

second actuators

320, 330 backwards, respectively.

Preferably, the elastic return means are formed by an elastic washer, for example an Onduflex^TMWave washer. An elastic return washer is axially interposed between the

friction elements

101, 201, 102, 202 of each clutch 100, 200. The washers are preferably arranged radially within the

first friction element

101, 201, each resilient return washer bearing axially against a front radial face of the

second friction element

102, 202 and against a rear radial face of the other second axially

adjacent friction element

102, 202.

The input disc carrier 106 also includes an inner section 111 that extends radially below the second clutch 200 toward the interior of the clutch mechanism 10. More specifically, inner section 111 includes an axial span extending forward under second clutch 200, and a radial span extending radially between second clutch 200 and heel 118. The heel 118 forms a radial shoulder that is inwardly directed and bears against the support bearing 113 arranged to support the radial load of the first and

second clutches

100, 200.

Radially, the roller bearing 113 is rigidly connected to the outer face of the clutch support 500. Axially, the position of the support bearing 113 is determined at the front by an axial stop 505 against which the support bearing 113 bears to prevent any relative forward movement of said support bearing 113 with respect to the clutch support 500. In the example shown in fig. 1, the axial stop 505 is a blocking ring that is seated in a peripheral groove of the clutch support 500. Alternatively, the axial stop 505 may be integral with the clutch support 500 and form a rearwardly directed axial shoulder against which the support bearing 113 bears.

More generally, the support bearing 113 is disposed radially between the clutch support 500 and the inner section 111 of the input disc carrier 106. Axially, the support bearing 113 is stopped on the side opposite to the axial force applied by the first or

second actuator

320, 330.

Advantageously, the support bearing 113 is a ball bearing, preferably with a tilting contact, to be able to transmit axial and radial forces simultaneously. When the first and

second actuators

320, 330 switch the

respective clutches

100, 200 to the engaged or disengaged state, the axial force is transmitted to the propeller shafts a1, a2 by means of the respective

force transmitting members

105, 205. In the clutch support 500, the axial forces are absorbed by an axial stop 505 positioned in front of the support bearing 113.

The clutch support 500 is a cylinder in which the drive shafts a1, a2 are seated. The clutch support extends axially between the second output disc carrier 210 and the transmission 400. Radially, the clutch support 500 extends between one of the drive shafts a1, a2 and the housing 307 of the actuation system 300. Generally, the clutch support 500 is arranged to first withstand the radial forces applied by the first and

second clutches

100, 200 and then radially support the actuation system 300.

The housing 307 is blocked axially backwards by a blocking ring 600 seated in a peripheral groove 520 of the clutch support 500. The blocker ring 600 is thus able to precisely define the relative position of the actuation system on the clutch support 500. The blocking ring may be a split ring or a circlip. The blocker ring 600 extends radially beyond the peripheral groove and the outer face of the clutch support 500. Axially, the width of the peripheral groove 520 is greater than the axial dimension of the blocking ring, so as to facilitate the insertion of the blocking ring in said peripheral groove 520. Thus, the housing 307 of the actuation system is pressed onto the clutch support 500 until the rear face 305 of said housing 307 bears axially against the front face of the blocker ring 600 and the rear face of the blocker ring 600 bears against the rear face of the peripheral groove.

The housing 307 of the actuation system 300 is rigidly connected to the transmission 400 by means of at least one attachment screw 800 that passes through the outer radial span of the housing 307 to mate with a threaded hole in the front face 404 of the transmission 400. Advantageously, the attachment screws 800 are distributed at regular angles about the axis O. In the example shown in fig. 1, the attachment screw 800 is positioned radially between the

actuators

320, 330 and the second clutch 200. Alternatively, the attachment screws may be positioned radially beyond the first clutch 100 to facilitate access and manipulation of the attachment screws during assembly of the clutch mechanism 10 on the transmission 400 and to simplify the design of the clutch mechanism 10.

In order to optimize the operation of the clutch, and more specifically to make the axial travel of the first and

second actuators

320, 330 compatible with the axial travel required to switch from the engaged state to the disengaged state in the first and

second clutches

100, 200, respectively, the chain of axial dimensions of the elements between the blocker ring 600 and the

clutches

100, 200 needs to be matched. Ingeniously, in the example shown in fig. 1, the invention proposes the use of first and second axially offset

elements

710, 720, which are respectively positioned axially between the first decoupling bearing 140 and the first force-transmitting member 105 on the one hand, and the second decoupling bearing 240 and the second force-transmitting member 205 on the other hand.

The overall shape of each

axial displacement member

710, 720 is an annular disc. The axial dimension of each axial offset

element

710, 720 is determined according to the following factors: the measurements made during the assembly operation of the clutch mechanism 10, the machining tolerances and the assembly of the housing 307 on the clutch support 500, in particular the first and second

force transmitting members

105, 205 and the first and

second clutches

100, 200. The method for determining the axial dimension of the

compensators

710, 720 is described in more detail with reference to fig. 2A and 2B.

The first axial biasing element 710 is positioned radially opposite the first decoupling bearing 140. Said element is placed in a hole 126 formed in the rear face 125 of the first force transmitting part 105, more particularly in the radially inner end thereof.

The second axial biasing element 720 is positioned radially opposite the second decoupling bearing 240. The element is seated in a hole 226 formed in the rear face 225 of the second force transmission member 205, more specifically, in the radially inner end thereof.

The overall shape of the first and second

axial displacement members

710, 720 is an annular disc. The inner diameter of the second axial biasing element 720 is slightly larger than the outer diameter of the clutch support 500 to facilitate insertion thereof.

In a variant, the first and second axially offset

elements

710, 720 are held on the respective force-transmitting

members

105, 205 by attachment means 730 (e.g. snap-in portions).

According to a first exemplary embodiment shown in fig. 3, the attachment means 730 of the second axially offset element 720 comprise snap-in portions 730a angularly distributed around the axially offset element. In this example, the snap-fit portions are projections of material spaced 120 ° apart around the annular disc. The snap-in portion 730a is inserted into a hole 126 formed in the rear face of the first force transmitting member 105 so as to be axially centered about the axis O.

According to a second exemplary embodiment shown in fig. 4, the attachment means 730 of the second axial biasing element 720 is formed by a snap-in portion 730b formed by the punching force transmitting part 105. The snap 730b is a protruding portion of material formed in the hole 126 of the force transmitting member 105. The catches 730b, distributed at 120 °, bear against the outer periphery of the axially offset element 720 so as to be axially centred about the axis O.

According to a third exemplary embodiment shown in fig. 5, the attachment means 730 of the second axially offset element 720 comprises a snap-in portion 730c attached to the axially offset element. In this example, the snap 730c is snapped to the inner periphery of the force transmitting member 105.

According to a fourth exemplary embodiment shown in fig. 6, the attachment means 730 of the second axially offset element 720 comprises a snap-in portion 730d formed directly on the axially offset element. In this example, the snap 730d is a projection of material spaced 120 ° apart on the inside of the annular disc. The snap-fit portion 730d is snapped to the inner periphery of the force transmission member 105.

According to a fifth exemplary embodiment, shown in fig. 7, the attachment means 730 of the second axially offset element 720 comprises a snap-in portion 730e formed directly on the axially offset element. In this example, the snap-in portion 730e is a protruding portion of material formed on one of the annular faces of the axially offset element. The axially offset member 720 may be made of plastic. The snap-in portion 730e is then inserted into a hole formed in the force transmitting member 105.

According to a sixth exemplary embodiment shown in fig. 8, the attachment means 730 of the second axially offset element 720 comprises a snap-in portion 730f formed directly on the axially offset element. In this example, the snap 730f is a projection of material spaced 120 ° apart on the outside of the annular disc. The snap 730f snaps onto the outer periphery of the first decoupling bearing 140. In a variant, the snap-in portion can be inserted in a notch formed on the decoupling bearing.

Means for determining the correct axial dimension of the axially offset

elements

710, 720 are described below with reference to fig. 2A and 2B.

During a first step shown in fig. 2A, a forward axial force is applied to the first force transmitting member 105 and the second force transmitting member 205 in order to switch the first clutch 100 and the second clutch 200, respectively, to the engaged state, the

first friction elements

101, 201 being pressed against the

second friction elements

102, 202 on the one hand and the inner and outer reaction means 203, 103 on the other hand. This state is the furthest "forward" axial position of the first and second

force transfer members

105, 205. In this position, the distances X1, X2 separating on the one hand the rear face 521 of the peripheral groove 520 and the

holes

126, 226 are measured, said peripheral groove 520 accommodating the blocking ring 600 of the axial blocking actuation system 300 (not shown), said

holes

126, 226 being positioned on the rear faces of the respective first and second

force transmission members

105, 205.

During a second step shown in fig. 2B, once said actuation system 300 has been assembled on the clutch mechanism 10, the first actuator 320 and the second actuator 330 of the actuation system are each switched to a respective position, so that the

respective clutch

100, 200 can be switched to a respective disengaged state. These positions may be, for example, a minimum axial rearward extension of each actuator 320, 330. Preferably, a safety margin is maintained between the rear end of each actuator 320, 330 and the bottom of the hydraulic chamber of the housing 307. Advantageously, the position of each actuator 320, 330 corresponding to the engaged state of the

respective clutch

100, 200 is physically determined by the mechanical stop achieved between each outer ring of the decoupling bearing 140, 240 and the

front face

315, 316 of the housing 307, respectively. When the actuation system 300 is mounted on the clutch support 100 of the clutch mechanism 10, in these respective positions, the distances Y1, Y2 defined on the one hand by the axial ends 141, 241 of each decoupling bearing 140, 240 and on the other hand by the rear face 305 of the housing 307, which bears against the blocker ring 600, are measured.

Finally, for each set of

actuators

320, 330 and

corresponding clutches

100, 200, the following formula is used to define the axial dimension e of each corresponding axially offset

element

710, 720₁，e₂：

Wherein Δ₁And Δ₂Respectively, corresponding to the axial clearance required for each clutch when each clutch 100, 200 is switched from the engaged state to the disengaged state, and L is the axial dimension of the blocker ring 600.

Advantageously, the dimension e₁And e₂Is the thickness of each axially offset

element

710, 720.

The invention is naturally not limited to the examples described above and many modifications may be made to these embodiments without thereby departing from the scope of the invention. It is noted that different features, forms, variants and embodiments of the invention can be associated with each other in different combinations, wherein the features, forms, variants and embodiments are not incompatible or mutually exclusive. In particular, all the variants and embodiments described above can be combined with one another.

Claims

1. A clutch mechanism (10) for mounting between an engine and a transmission (400) of a motor vehicle, the clutch mechanism (10) comprising:

-at least one clutch (100, 200),

a clutch support (500) designed to radially support the at least one clutch (100, 200),

-a housing (307) housing at least one actuator (320, 330) designed to generate an axial stroke enabling switching of the at least one clutch (100, 200) to the engaged or disengaged state,

-at least one force transmitting member (105, 205), the at least one force transmitting member (105, 205) comprising an inner end interacting with the at least one actuator (320, 330) and an upper end interacting with the at least one clutch (100, 200),

characterized in that the clutch mechanism (10) comprises at least one axial biasing element (710, 720) for biasing the at least one actuator (320, 330) relative to the clutch (100, 200), and in that the axial dimension of the at least one axial biasing element (710, 720) is defined at least by the difference between the axial position of the at least one actuator (320, 330) relative to the axial position of the respective clutch (100, 200), wherein

The axially offset element (710, 720) comprises means formed by a snap-in portion for fixing to the force transmission part.

2. The clutch mechanism (10) according to claim 1, characterized in that the axial dimension of the at least one axial biasing element (710, 720) is further determined in dependence on at least one axial dimension of the respective force transmission member (105, 205), one of the axial dimensions of the force transmission member being defined by the axial distance between the inner and outer ends of the force transmission member (105, 205).

3. Clutch mechanism (10) according to any one of the preceding claims, characterized in that, for each clutch (100, 200), the axial dimension of all the axial offset elements (710, 720) considered together and associated with the respective actuator (320, 330) is equal to the remaining axial clearance between the clutch (100, 200) and the respective actuator (320, 330) when the clutch (100, 200) is switched to the disengaged state and the actuator (320, 330) is switched to the disengaged end axial state.

4. The clutch mechanism (10) according to claim 1, characterized in that the at least one axially offset element (710, 720) is attached to the respective force transmitting member (105, 205).

5. The clutch mechanism (10) according to claim 1, characterized in that the at least one axially offset element (710, 720) is positioned at an intermediate axial position between the at least one actuator (320, 330) and the respective at least one clutch (100, 200).

6. The clutch mechanism (10) according to claim 1, characterized in that the actuation system (300) comprises a first and/or a second decoupling bearing (140, 240) arranged at one end of the first and/or the second actuator (320, 330), respectively, the at least one axially offset element (710, 720) being arranged between an inner end of the respective force transmission member (105, 205) and the respective decoupling bearing (140, 240).

7. The clutch mechanism (10) of claim 6, characterized in that the at least one axially offset element (710, 720) is positioned radially at an inner end of the at least one force transfer member (105, 205).

8. The clutch mechanism (10) according to claim 1, characterized in that the at least one axial biasing element (710, 720) is located axially between the at least one force transmitting member (105, 205) and the housing (307).

9. The clutch mechanism (10) according to claim 1, characterized in that the clutch mechanism (10) comprises:

-a support bearing (113) arranged at one end of the clutch support (500),

-an axial blocking element (600) arranged to axially block the clutch support (500) with respect to the housing (307), the axial blocking element (600) being axially arranged at the other end of the clutch support (500).

10. The clutch mechanism (10) according to claim 9, characterized in that the at least one axial blocking element (600) is formed by a blocking ring which is seated in a circumferential groove (520) in the clutch support (500).

11. The clutch mechanism (10) according to claim 3, characterized in that, in the disengaged state of each clutch (100, 200), the end axial position of the respective actuator (320, 330) is defined by a first axial dimension (Y1, Y2) measured between one end of the respective decoupling bearing (140, 240) and the rear face (305) of the housing (307).

12. Clutch mechanism (10) according to claim 9, characterized in that the axial position of each clutch (100, 200) when the clutch is in the engaged state is determined by a second axial dimension (X1, X2) measured between the inner end of the respective force transmitting member (105, 205) and a bearing surface of the clutch support (500) bearing against the at least one axial blocking element (600).

13. Clutch mechanism (10) according to claim 10, characterized in that the housing (307) comprises a hole having a radial dimension greater than the radial dimension of the at least one axial blocking element (600) so as to enable the insertion of the latter in the circumferential groove (520), one face of the hole forming an axial shoulder against which one face of the at least one axial blocking element (600) bears.

14. The clutch mechanism (10) according to claim 1, characterized in that the at least one axially offset element (710, 720) comprises means (730) for attachment to the at least one force transmission part (105, 205), which means are formed by a snap-in portion (730a, 730b, 730c, 730d, 730 e).

15. Clutch mechanism (10) according to claim 6, wherein the at least one axially offset element (710, 720) has means (730) for attachment to the first decoupling bearing (140) or the second decoupling bearing (240), said means being formed by a snap-in portion (730 f).

16. A transmission system for a motor vehicle comprising a clutch mechanism (10) according to any one of the preceding claims, wherein:

-the at least one clutch (100, 200) is rotationally coupled to at least one output shaft (A1, A2) of the transmission (400) by means of at least one output disc carrier (110, 210),

-said at least one clutch (100, 200) being rotationally coupled to an input flange (109), said input flange (109) being rotationally coupled to an input shaft driven in rotation by at least one crankshaft.

17. A transmission system as claimed in claim 16, characterised in that the clutch mechanism (10) is a wet dual clutch, wherein:

-the first clutch (100) is rotationally coupled to a first output shaft (A1) of the transmission (400) by means of a first output disc carrier (110),

-the second clutch (200) is rotationally coupled to a second output shaft (A2) of the transmission (400) by means of a second output disc carrier (210),

-the first clutch (100) and the second clutch (200) are alternately rotationally coupled to an input flange (109), said input flange (109) being rotationally coupled to an input shaft rotationally driven by said at least one crankshaft.

18. An assembly method for a clutch mechanism (10) according to any one of claims 1 to 15, characterized by comprising the following steps performed on said at least one clutch (100, 200):

-measuring a remaining axial clearance between the clutch (100, 200) and the respective actuator (320, 330) when the clutch (100, 200) is in the disengaged state and the respective actuator (320, 330) is in the disengaged end axial state,

-interposing offset elements (710, 720) between the clutch (100, 200) and the respective actuator (320, 330), at least one offset element (710, 720) having an axial dimension at least equal to the respective measured residual clearance.